Flight Safety Information
November 18, 2013 - No. 238
In This Issue
Investigators Find Flight Recorders From Kazan Plane Crash
Tatarstan Airlines Crash Emblematic Of Russia's Poor Aviation Safety Record
Pilots Rely Too Much on Automation, Panel Says
Ottawa announces proposal of new offshore air safety regulations (Canada)
Boxer offers air-cargo safety bill
Boston airport unveils debris-detection system
Directorate General of Civil Aviation forced to focus on safety (India)
Russian Civil Aviation Authority Certifies SAT to Provide E-Jet Maintenance Training
Grounding of Nigerian airlines caused deadly turbulence for the aviation industry
Man Charged After Running on Tarmac at O'Hare Airport
Two Indonesian volcanoes erupt
ERAU Unmanned Aircraft Systems Workshop: Register Now For Discount
Think ARGUS PROS
Boeing, Airbus Reel In Persian Gulf Orders
GE Aviation receives its largest order of jet engines
Bombardier's Learjet 75 gets FAA certification
FAA approves wingtip device 'cradle' for some aircraft
Congress Passes Small Airplane Revitalization Act
Investigators Find Flight Recorders From Kazan Plane Crash
KAZAN, November 18 (RIA Novosti) - Russian officials said Monday that they located flight
recorders from a Boeing 737 that crashed in the city of Kazan over the weekend, killing all
50 people on board.
The Interstate Aviation Committee said in a statement that the container carrying the
recorders was seriously damaged.
The precise cause of the accident is not yet known, but terrorism has been ruled out.
Transportation Minister Maxim Sokolov said the aircraft appears to have exploded, but that
it was unclear if that happened while the plan was still in flight.
Those killed included Tatarstan President Rustam Minnikhanov's son, Irek, and republican
Federal Security Service department chief Lt. Gen. Alexander Antonov. One British national,
53-year-old education consultant Donna Bull, was also said to be among the dead.
Reconstructing the Kazan Plane Crash
The Tatarstan Airlines airliner was bound from Moscow to Kazan and was carrying 44
passengers and six crew when it crashed Sunday around 7:30 p.m. local time (1530 GMT).
Crash investigators initially said the possible causes of the accident were a technical
malfunction or pilot error. Flight recorders had not been located as of mid-morning Monday.
The head of the transportation department of the regional Investigation Committee,
Alexander Poltinin, said the pilot made two attempts at landing the aircraft for unknown
reasons.
A Kazan airport air traffic controller, Kirill Kornishin, told state broadcaster Rossiya-24 that
the pilot reported a problem with the "landing configuration" as he began attempting a
second approach.
"He reported that he was performing another circle, and I dictated the data to him,
according to procedure, and that was that," Kornishin said.
Deputy Emergency Situation Situations Minister Vladimir Stepanov said the process of
retrieving bodies would be completed Monday.
"Not all the bodies have been located," Stepanov said. "The main work will be completed
today."
Stepanov said operations to sort through the wreckage would carry on into the week.
A source in the Federal Air Transport Agency told RIA Novosti that the plane last underwent
a full servicing in March 2012.
Prime Minister Dmitry Medvedev began a government meeting Monday by observing a
minute's silence.
The Tatarstan Airlines plane had previously been in service with a number of other
international companies, including low-cost airline Blue Air from 2005 to 2008.
A pilot with Blue Air told RIA Novosti on condition of anonymity that the company had
experienced no problems with the aircraft while it was used by the company.
http://en.ria.ru/russia/20131118/184774908/Tatarstan-Mourns-Kazan-Plane-Crash-
Victims.html
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Tatarstan Airlines Crash Emblematic Of Russia's Poor Aviation Safety Record
By Mark Johanson
Kazan, Russia - Ambulances are seen outside the main building of Kazan airport
November 17, 2013. A Boeing 737-500 airliner crashed on landing in the Russian
city of Kazan on Sunday, killing all 50 on board and highlighting the poor safety
record of Russian airlines that ply internal routes across the world's largest
nation.
A Tatarstan Airlines Boeing 737 crashed at an airport in Russia Sunday, killing all 50 people
on board, according to Russian officials. Flight U363 out of Moscow attempted to land in
Kazan, capital of the Republic of Tatarstan, but exploded on impact at around 7:20 p.m.
local time.
The Emergencies Ministry said those on board when the plane hit the runway included 44
passengers and six crewmembers. Among the dead were two small children, the regional
head of the FSB intelligence service, Aleksander Antonov, and the president of the Republic
of Tatarstan's son, Irek Minnikhanov, according to a passenger list posted on the Tatarstan
Airlines website.
The Emergencies Ministry said the pilot on Flight U363 out of Moscow's Domodedovo Airport
was making his second attempt to land and may have tried to abort landing just before the
deadly crash. Eyewitnesses described seeing the Boeing 737 rapidly loose altitude before
hitting the runway and exploding in a ball of fire.
Russian President Vladimir Putin has ordered a special government commission to
investigate the cause of the crash, according to the Interfax news agency. Investigators are
looking into whether a technical failure or crew error was to blame, but will also check if low
quality fuel or poor weather conditions could have been contributing factors, Interfax
reported.
Weather at the time of the crash was cloudy with light precipitation and mild winds.
Temperatures in the Muslim-majority, oil-rich city of Kazan hovered just above zero.
Kazan International Airport, which lies about 720 kilometers (450 miles) east of Moscow, is
expected to remain closed until Monday afternoon. It receives about 1.5 million passengers
each year, many of whom fly in and out on Tatarstan Airlines. The carrier has its head office
on airport property, and operates flights to 15 destinations in Russia, Asia and Europe.
Russia's Poor Aviation Safety Record
Before Sunday's incident in Kazan, there was a glimmer of hope that Russia's aviation
industry was on the mend. The Federal Air Transport Agency, Rosaviatsia, said in a March
report that the nation's safety record had improved to six fatal accidents last year, down
from 10 in 2011. The number of fatalities was also lower at 58, down from 119 in 2011,
while the number of non-fatal accidents decreased from eight in 2011 to seven in 2012.
Yet, analysts said Sunday's crash was indicative of Russia's poor overall record on aviation
safety -- one of the worst in the world. The most recent in a string of deadly crashes
happened last December when a plane careened off a runway in Moscow and slammed into
a nearby highway, killing five and severely injuring four others.
Meanwhile, 31 of the 43 people aboard a UTair ATR 72-200 aircraft were killed last April
when the plane crashed shortly after take-off from a Siberian airport. That crash came just
a few months after a widely publicized accident in September 2011, when a Yakovlev Yak-
42 passenger jet burst into flames near the Russian city of Yaroslavl carrying 44 people,
including members of a major league ice hokey team.
Of primary concern in most of these accidents was Russia's aging domestic fleet. London-
based aviation analysts Ascend Worldwide put the average age of Russia's domestic single-
aisle aircraft between 25 and 30 years (the plane involved in Sunday's accident was 23
years old). The U.S. domestic fleet, by comparison, averages around 13 years.
For decades, lethal crashes have not only marred Russia's reputation, but also left the
country unable to sell its own aircraft outside of Iran, Cuba, parts of Africa and the former
Soviet Union. A multibillion-dollar initiative by the government and Sukhoi to market the
Superjet 100 to Asian buyers ended in disaster last May when a test flight crashed into a
volcano in West Java carrying 45 passengers and crew.
http://www.ibtimes.com/tatarstan-airlines-crash-emblematic-russias-poor-aviation-safety-
record-1473544
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Pilots Rely Too Much on Automation, Panel Says
Many Aviators Have Difficulty Manually Flying Planes, Study Commissioned by FAA Finds
By ANDY PASZTOR
Commercial airline pilots have become so dependent on automation that poor manual flying
skills and failure to master the latest changes in cockpit technology pose the greatest
hazards to passengers, an international panel of air-safety experts warns.
A soon-to-be-released study commissioned by the Federal Aviation Administration
determined, among other things, that "pilots sometimes rely too much on automated
systems and may be reluctant to intervene" or switch them off in unusual or risky
circumstances, according to a draft reviewed by The Wall Street Journal.
While over the decades automation played a big part in making flying today safer than ever
in the U.S. and globally, the draft highlights some downsides. The study found that some
pilots "lack sufficient or in-depth knowledge and skills" to properly control their plane's
trajectory, partly because "current training methods, training devices and the time allotted
for training" may be inadequate to fully master advanced automated systems.
Among the accidents and certain categories of incidents that were examined, roughly two-
thirds of the pilots either had difficulty manually flying planes or made mistakes using flight
computers.
Relying too heavily on computer-driven flight decks-and problems that result when crews
fail to properly keep up with changes in levels of automation-now pose the biggest threats
to airliner safety world-wide, the study concluded. The results can range from degraded
manual-flying skills to poor decision-making to possible erosion of confidence among some
aviators when automation abruptly malfunctions or disconnects during an emergency.
The report is the first of its kind to meld historic data from accidents and incidents with
real-time observations of working pilots, according to people familiar with the details.
Instead of just focusing on training and cockpit design, the study takes a broader approach
to consider pilot interactions with air-traffic controllers and other operational issues.
The observers found that in most instances, pilots were able to detect and correct
automation slip-ups before they could cascade into more serious errors. But when pilots
"have to actually hand fly" aircraft, according to one section of the narrative describing
interviews with trainers, "they are accustomed to watching things happen...instead of being
proactive."
Pilots losing control of aircraft, because of poor situational awareness or inability to grasp
what their instruments and automated systems are telling them, has been identified as the
primary cause in a number of crashes globally in recent years. Pilot lapses and automation
were implicated in the high-profile 2009 crash of an Air France AF.FR +1.04% Airbus A330
that stalled and went down in the Atlantic Ocean, killing all 228 aboard, just as they are
suspected of causing last July's crash of an Asiana Airlines Inc. 020560.SE +0.92% Boeing
BA +0.73% 777 during a botched landing in San Francisco.
The 277-page report-written by a team of industry, labor, academic and government
officials-details the hazards of excessive pilot dependence on increasingly automated and
complex flight decks.
Scheduled for release by the FAA as early as this week, the findings already have prompted
some agency action and are expected to be a catalyst for further moves to combat such
fundamental safety gaps. The final version is basically unchanged from a September draft,
according to people who have read both.
The FAA said it already has taken action on all 18 of the report's recommendations, through
new rules, guidance material and research. The agency cited "advances in manual flying
skills [and] improved pilot certification standards," adding that the report "validates those
efforts" and the FAA would discuss the next steps on Thursday at a summit with industry
leaders.
"It's an industry consensus document" that's based on data and "was so meticulously
done," according to John Cox, a former airline pilot and crash investigator, who now runs
an industry consulting firm. "Those are the elements that make it so powerful."
With the reliability of engines and flight controls continuing to improve, airline pilots spend
the vast majority of their time programming and monitoring automated systems-typically
relegating manual flying to barely a few minutes during takeoffs and right before
touchdowns.
Overreliance on automation, however, has been recognized for years as an industrywide
problem, with numerous earlier studies delving into the consequences.
But the latest effort stands out due to the wide-ranging collection of experts who
participated. It also breaks new ground because the panel members sifted through large
volumes of voluntary safety reports filed by pilots, along with additional data gathered by
cockpit observers on more than 9,000 flights world-wide.
After seven years of deliberations and persistent industry arguments about which accidents
and incidents ought to be considered, the document lays out some sweeping
recommendations to prevent what critics have dubbed "automation addiction" in some
cockpits.
The 34-member committee, for example, agreed that "pilots must be provided with
opportunities to refine" manual flying skills, while receiving enhanced training in computer
complexities and automation modes. In addition, the draft recommended training for rare
but potentially catastrophic malfunctions "for which there is no specific procedure" or
readily available checklist.
The panel also called on manufacturers to develop cockpit designs that are "more
understandable from the flightcrew's perspective" and specifically guard against technology
failures resulting from integration of various onboard systems.
Kathy Abbott, a senior FAA scientist and one of the committee's three co-chairs, declined to
comment. In the past, she has said excessive reliance on computer aids means pilots
"sometimes are not prepared to deal with non-routine situations," especially when the
message from airline management and trainers "is that automated systems can do the job
better" than humans.
David McKenney, another co-chair and head of training programs and human-factors issues
for the Air Line Pilots Association, the largest U.S. pilots union, said on Sunday that FAA
rules prohibited him from commenting. But in the summer of 2012, he gave a mini-preview
of some of the report's conclusions. Mr. McKenney told an ALPA conference in Washington
that instead of teaching pilots to punch in numbers and "simply how to interface with the
automated systems," airlines should train aviators to effectively manage flight paths using
more-realistic scenarios and the element of surprise.
The FAA is considering releasing the study's findings in conjunction with agency chief
Michael Huerta's scheduled meeting this week with industry leaders to discuss voluntary
safety initiatives.
The agency earlier this month completed a major rewrite of pilot-training rules mirroring
some of the report's recommendations, including new requirements for teaching more-
effective ways to monitor other pilots and flight instruments.
The expert panel was charged with updating an influential 1996 FAA study that examined
the benefits and drawbacks of automation involving earlier, less-computerized generations
of aircraft. Now, other groups and organizations are expected to conduct follow-up research
based on the long-awaited findings.
According to the draft, "the definition of 'normal' pilot skills has changed over time" and
"has actually increased to being a manager of systems." Concerned about the hazards of
cockpit "information overload," the draft noted that several manufacturers told the panel
that"today's technology allows for too much information to be presented to the pilot."
http://online.wsj.com/news/articles/SB10001424052702304439804579204202526288042
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Ottawa announces proposal of new offshore air safety regulations (Canada)
Ottawa is proposing new regulations for helicopters flying offshore in response to
recommendations from the Transportation Safety Board.
Transport Canada says the new regulations would prohibit offshore helicopter operations
when weather or water conditions make ditching in the water unsafe and would require that
all crew members wear a water immersion survival suit.
It would also require operators to carry an emergency underwater breathing apparatus for
each passenger onboard.
A news release says stakeholders will have 30 days to make comments before the
regulations are finalized.
The Transportation Safety Board made these recommendations after Cougar Flight 491
crashed on March 12, 2009 off Newfoundland and Labrador while en route to an offshore oil
platform.
Seventeen of the 18 people on board died.
http://www.theglobeandmail.com/news/national/ottawa-announces-proposal-of-new-
offshore-air-safety-regulations/article15476598/
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Boxer offers air-cargo safety bill
Cargo plane pilots would have to be sufficiently rested and alert before they fly, under a bill
introduced in the Senate on Wednesday by Sen. Barbara Boxer.
Boxer, D-Calif., joined with Sens. Maria Cantwell, D-Wash., and Amy Klobuchar, D-Minn., to
introduce the Safe Skies Act, which would require that cargo pilots adhere to the same
standards as passenger plane pilots. "We must close this dangerous loophole to ensure that
cargo pilots are well-rested before they fly," Boxer said.
After a passenger jet crashed outside Buffalo, N.Y., in 2009, Congress passed a bill by
Boxer and Sen. Olympia Snowe, R-Maine, directing the Department of Transportation to
write new rules addressing pilot fatigue. Those new rules, which will take effect in January,
require that passenger plane pilots be limited to flying either eight or nine hours, depending
on the start time. Airlines must give pilots a minimum of 10 rest hours, with the
opportunity for at least eight hours of uninterrupted sleep.
But cargo pilots were omitted from the new rules, and still could be on duty for up to 16
hours a day. The Air Line Pilots Association, the Independent Pilots Association and the
Coalition of Airline Pilots Associations support the Safe Skies Act.
Reps. Michael Grimm, R-N.Y., and Timothy Bishop, D-N.Y., had introduced a House version
of this bill early this year, but it has sat dormant in a subcommittee ever since. They and
retired airline pilot Chesley "Sully" Sullenberger of Danville -- renowned for his emergency
landing of a jetliner in the Hudson River in 2009 -- joined Boxer and Klobuchar at a news
conference at the U.S. Capitol on Wednesday.
"When a large plane flies over your house in the middle of the night, it doesn't matter
whether it's carrying cargo or passengers, whether you are a Democrat or a Republican,"
Sullenberger said. "The danger is all the same if the pilots are fatigued."
http://www.mercurynews.com/nation-world/ci_24535631/political-blotter-boxer-offers-air-
cargo-safety-bill
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Boston airport unveils debris-detection system
BOSTON (AP) - A new automated system to detect debris on airport runways has been
installed on a runway at Boston's Logan Airport, the first in the U.S. with the technology
that officials said would help prevent costly damage to aircraft and potentially save lives.
Officials from the Federal Aviation Administration, airport owner Massachusetts Port
Authority and developer Xsight Systems, an Israeli firm with U.S. headquarters in Boston,
unveiled the $1.7 million FODetect system Friday. FO stands for foreign object.
The system was installed on one of the airport's busiest runways, officials said, and will
enhance the existing practice of airport personnel manually checking for debris several
times a day.
Small sensors mounted on runway light fixtures continually scan the runway for debris,
which can include dislodged airplane parts, chunks of asphalt and other objects, said
Christa Fornarotto, associate administrator of the FAA. Video cameras transmit the image to
airport personnel that can identify the debris and determine if it warrants immediate
removal.
"You can clearly visualize how great a safety improvement this is," said Fornarotto.
Runway debris can lead to damage totaling billions of dollars for airlines and airports each
year and, in rare cases, serious accidents, officials said.
The deadliest accident on record linked to airplane debris occurred in Paris on July 25,
2000, when a metal strip that detached from a Continental Airlines plane fell on a runway
at Charles de Gaulle airport and punctured the tire of an Air France Concorde. Bits of rubber
from the tire punctured the Concorde's fuel tanks and caused the plane to crash shortly
after takeoff, killing 113 people.
Fornarotto said she was not aware of any fatal accidents involving major airlines in the U.S.
linked to runway debris.
Miami's airport has accepted a grant and could be the next major American airport to
deploy the system, she said.
"We are very optimistic that other airports around the country will adopt this technology,"
said Alon Nitzan, president and chief executive of XSight.
The company has installed similar systems at Charles de Gaulle and at airports in Tel Aviv
and Bangkok, Nitzan said.
In a demonstration staged for reporters, a piece of a lighting fixture that had been placed
on the Boston runway was pinpointed by the censors and removed by an airport staffer.
Edward Freni, Logan's aviation director, noted that the airport would still be required under
federal regulations to conduct manual checks in which vehicles slowly ride down runways
and check for debris.
"What this system does is enhance that in real time," Freni said. "If something is detected
in the system, we can respond immediately."
http://www.usatoday.com/story/todayinthesky/2013/11/18/boston-airport-unveils-debris-
detection-system/3624433/
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Directorate General of Civil Aviation forced to focus on safety (India)
Aviation regulator is hiring 20 flight safety inspectors following flak from UN, US
watchdogs.
Now passengers can breathe a sigh of relief and feel a bit safer while flying the Directorate
General of Civil Aviation (DGCA) has decided to induct at least 20 flight safety inspectors,
whose mandate will be to conduct tests on and inspections of the aircraft. The move comes
after the DGCA invited applications for hiring of over 200 staffers.
However, the aviation regulator is wary of hiring incompetent candidates. So, on their
website, the DGCA mentions; "Canvassing by candidate in any manner is not permitted."
Out of the 20 vacancies, 10 were for senior flight inspectors, a DGCA official said. The
selected
candidates will be hired on a one-year contract. "More vacancies will be announced in
coming months," said the official.
This move is a response to the criticism the DGCA received from a UN-affiliated aviation
watchdog, International Civil Aviation Organisation (ICAO), and also US aviation regulator
Federal Aviation Administration (FAA) for poor safety records. The reason for the alleged
deficiency was the shortage of staff and skilled inspectors. In case both the agencies gave
negative markings to the DGCA, that would result in drastic consequences as foreign
airlines would hesitate to fly in India, said an expert.
According to sources, safety issues in the Indian skies are expected to escalate as India is
fast moving towards becoming one of the fastest growing aviation markets in the world. As
per a report prepared by leading aviation consultancy firm CAPA in 2012, passenger traffic
is set to grow from 143 million in 2010-11 to 452 million in 2020-2021. Over the same
period, the scheduled airline fleet is expected to grow from 430 to 1,030 aircraft, while
general aviation could see even faster growth from 750 to over 2,000 aircraft.
http://www.dnaindia.com/mumbai/report-directorate-general-of-civil-aviation-forced-to-
focus-on-safety-1920843
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Russian Civil Aviation Authority Certifies SAT to Provide E-Jet Maintenance
Training
ZURICH, November 18, 2013 /PRNewswire/ --
The civil aviation authority of the Russian Federation has certified Swiss AviationTraining
(SAT) to provide maintenance training for the Embraer 170 and 190 aircraft types. SAT's
practically-oriented basic and further E-Jet training for technical personnel was formally
approved by the Russian aviation authority for Levels B1, B2, B3 and C on November 6th.
SAT's maintenance training meets all the provisions of EASA Part 147 and the
corresponding requirements for China (CAAC Part 147) and Australia (CASA Part 147), and
has already been approved by numerous other national aviation authorities. This latest
certification, which has been issued for an initial two years, will enable SAT to further
expand its range of E-Jet training products and services for the Russian market.
"The certification of our Embraer 170 and 190 technical training by the Russian civil aviation
authority is a confirmation of our high quality and our outstanding training methods," says
Manfred Brennwald, the CEO of SAT. "This latest approval will now enable us to further
develop our range of E-Jet training services, and brings us another step closer to
establishing ourselves as a full E-Jet competence centre."
With its multimedia training approach, SAT provides efficient and highly realistic technical
training that is optimally aligned to the customer's individual needs. The Level B1, B2, B3
and C courses which have now been certified by the Russian authorities qualify the
technical staff concerned to perform comprehensive maintenance work on the Embraer 170
and 190 aircraft types.
SAT's carefully-tailored technical training programmes combine advanced web-based
training methods with many years of practical operational experience offered by its skilled
and knowledgeable instructors. And this is another reason SAT is one of the leading
addresses for the basic and further training of E-Jet maintenance personnel.
SWISS AviationTraining operates as a PART 147 organization, and is recognized as a
maintenance training organization by the Chinese and Australian governments. SAT's
modular technical training concept is fully compliant with European Aviation Safety Agency
(EASA) PART 66 requirements, and leads to the extension and retention of an aircraft
maintenance licence (AML) for any of a wide range of aircraft types.
SWISS AviationTraining is a fully-owned subsidiary of Swiss International Air Lines Ltd. The
company, which is headed by CEO Manfred Brennwald, has operations in Basel and Zurich
and focuses on providing initial and further training for commercial pilots, cabin personnel,
aircraft mechanics and corporations. An approved flight training organization and type
rating training organization (FTO/TRTO), Swiss AviationTraining has extensive experience in
its various training fields, and numbers several Swiss and international airlines among its
customers together with further companies from other business sectors.
Media contact
Uschi Roth
Head of Corporate & Marketing Communications
Swiss AviationTraining Ltd.
CH-8058 Zurich Airport
Phone +41-44-564-5803
Mobile +41-79-820-11-74
communications@swiss-aviation-training.com
http://www.swiss-aviation-training.com
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Grounding of Nigerian airlines caused deadly turbulence for the aviation industry
The Nigerian airline industry has been going through some major turbulences
recently.
The subsequent grounding of Dana Air, Chanchangi and IRSL airlines has caused a shortage
of commercial airlines in Nigeria. By late August this year, there were about eight carriers
operating schedule services within the country. The Associated Airlines accident propelled
an irrational decision to ground these carriers' total operations, a decision which, to
stakeholders, was unrealistic. This is not because airlines should not be sanctioned if they
are found prone to accidents or they become professionally incompetent, but because it is
absolutely irrational to ground an airline over an accident, if the carrier's operational quality
and standard practices are not in doubt, which, of course, includes the quality of its
maintenance.
If these carriers had breached any of the laid-down rules and regulations, there wouldn't be
any reason not to ground their operations, but since there is no clear indication that such
has taken place, it is only proper to lift the ban and allow at least some skeletal operations.
Air Nigeria, on the other hand, was grounded because, according to some insinuations, the
airline is broke and has not been able to pay employees' wages for two months. Whether
the carrier is broke or not, the issue of grounding its operations should be left for the staff
and the management of the airline to resolve and not be the imposition of an "order" by
any government agency.
Over-regulation of our domestic airlines will only lead to more bankruptcies, which will
create more unemployment in the system.
First Nation Air, the new offspring of Bellview Airlines, is partially grounded because of its
internal problems. But it actually might not be unrelated to regulatory hurdles. If our
domestic airlines are strangulated by draconian government policies, entrepreneurs will find
it hard to invest in the industry, obviously for lack of economic profits.
While private/business jet operations have been on the rise, schedule carriers are on a
downward slide. We welcome private jets in the sector, and government must do
everything possible to encourage investors in this area, as more jobs are created by the
arrival of a single business or commercial aircraft in the country.
One major area where the government has done very little to support airline business to
create more jobs is the disbursement process of the airline bailout fund established under
the Yar'Adua regime. In principle, the intervention funds were allocated to mitigate the
financial burden of the carriers, but the process of how the money is disbursed through
commercial banks has raised the question of who is really being bailed out here - the banks
or the airlines?
For instance, about N2billion earmarked to bail out Chanchangi Airlines was released to
Finbank. Chanchangi was indebted to Finbank; therefore, Finbank instantly became the
beneficiary of the released bailout funds. The only relief Chanchangi now enjoys is that the
immense pressure hitherto mounted by Finbank is gone, as its debt has been refinanced
and rescheduled. As of today, Chanchangi is still in debt and it is still cash-strapped. The
airline has not been able to find its feet; all its aircraft are still unserviceable and, with
various maintenance organizations outside Nigeria. It would take a miracle and huge
support from the Asset Management Company of Nigeria (AMCON) to resuscitate the
carrier. Meanwhile, hundreds of its employees are unpaid and out of work.
There are just three struggling airlines operating in Nigeria today: Arik, Aero and IRS. All
three are heavily indebted to various financial institutions and, without constant financial
intervention by the government, they will equally fade away in a short while.
It is needless to say that over 25 airlines have gone under in Nigeria since 1980, including
the very giant national carrier, Nigeria Airways. The nature of airline business is such that a
single hike in fuel price or an adverse policy on the part of government can and will cripple
a carrier. Shortly after the EAS Airlines' accident in 2002, the then minister of aviation, Mrs.
Kema Chikwe, banned the operation of all BAC1-11 planes within Nigeria and the
importation of aircraft above 22 years old. That single pronouncement led to the demise of
at least five airlines in Nigeria within six months and a loss of over N2billion for the
operators that had paid for older aircraft prior to the new regulation.
A viable aviation transport industry generates wealth, employment, taxes, tourism and
related benefits for a nation. It is obvious, therefore, that it is in the interest of such nation
to be and remain competitive in the global air transport market.
As of today, there is no carrier in Nigeria that can compete favorably with the international
airlines that fly into this country on a daily basis. The reason is simple: the cost of
borrowing from our banks is so high that venturing into the highly competitive arena of
London, New York and Dubai routes, for example, with financially stronger legacy airlines
would decimate a carrier.
Our airlines need nurturing through government assistance, to enhance the smooth flow of
flight operations. I am in no way advocating irresponsibility on the part of those working
hard to establish or keep an existing airline active, or those who are making conscious
efforts to meet the mandatory payment targets.
Corruption as part of our national heritage has diminished all rational intent of genuine
business owners, as joining the bandwagon has become the most symbolic way to attain
wealth. There are over 30,000 Nigerians currently employed by the various airlines in this
country and with over 60 million unemployed today, draconian policies must be managed
carefully to avoid rendering more Nigerians jobless.
It is a matter of urgency; government must allow the airlines some breathing space.
http://www.eturbonews.com/39734/grounding-nigerian-airlines-caused-deadly-turbulence-
aviation-in
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Man Charged After Running on Tarmac at O'Hare Airport
A Chicago man was charged Sunday after he allegedly ran onto the tarmac at O'Hare
Airport Saturday.
Chicago Police responded to the disturbance at O'Hare Airport around 3:15 p.m. for a man
in an "unauthorized area of the airfield," according to Chicago Police News Affairs Officer
Jose Estrada.
The man was not armed and was taken into custody, Estrada said.
Ardell Walker, 23, of the 5200 block of West Van Buren Street, was charged with felony
criminal trespassing in a restricted area and a misdemeanor count of resisting a peace
officer, according to authorities.
"The incident had no impact on flight operations and posed no apparent threat to the
traveling public," Karen Pride, spokesperson for the Chicago Department of Aviation, said in
a statement.
A witness on a flight from Chicago to Detroit said the man "jumped a perimeter fence and
ran toward the plane."
"[Flight crews] said he jumped a fence, which is about a half-mile away," said Mario
Hernandez.
Hernandez said the flight's captain said the plane almost hit the man and that he "started
waving" in front of the plane.
Police said Walker ran from a responding officer after the officer ordered him to stop and
show his hands.
The man fled and the officer pursued him on foot. The chase continued to where an
American Airlines flight was taxiing. Walker was ordered to stop and show his hands a
second time, but did not. The officer saw the approaching plane and wrestled Walker to the
ground, where he continued to struggle, but was eventually taken into custody, police said.
Walker suffered a gash on his leg and was treated at a nearby hospital. The sergeant
suffered cuts to his hands and was treated at the police station by Chicago Fire Department
officials.
http://www.nbcchicago.com/news/local/Man-Charged-After-Running-on-Tarmac-at-OHare-
Airport-232259731.html#ixzz2l07oO84G
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Two Indonesian volcanoes erupt
Erupting on and off since mid-September: Mount Sinabung.
Two volcanoes erupted in Indonesia on Monday, with one forcing flights to be rerouted and
stopping thousands of people who had already been evacuated from returning home.
Mount Sinabung on western Sumatra island, which has been erupting on and off since mid-
September, shot volcanic ash about 8000 metres into the air, the Geological Disaster
Mitigation and Volcanology Centre said.
"The transport ministry is redirecting flights away from a certain path because of Mount
Sinabung's latest eruption," ministry spokesman Bambang Ervan said in a statement.
It also meant that more than 5000 people who had recently been evacuated from the area
around Sinabung due to its eruptions were unable to return home.
On the main island of Java, Indonesia's most active volcano, Mount Merapi, spewed a
column of ash and smoke some 2000m in the morning, said Sutopo Purwo Nugroho, chief
of the National Disaster Mitigation Agency.
He said the eruption, which was triggered by small earthquakes, prompted about 600
families to rush to evacuation posts but they were returning home as there was no
imminent threat.
Mount Merapi killed more than 350 people in a series of violent eruptions in late 2010 when
it also destroyed entire villages.
Indonesia has dozens of active volcanoes and straddles major tectonic fault lines known as
the "Ring of Fire" between the Pacific and Indian oceans.
In August five people were killed and hundreds evacuated when a volcano on a tiny island
in East Nusa Tenggara province erupted.
AFP
http://www.smh.com.au/environment/two-indonesian-volcanoes-erupt-20131118-
2xrcw.html#ixzz2kzvCWHEY
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ERAU Unmanned Aircraft Systems Workshop: Register Now For Discount
Unmanned Aircraft Workshop
The Unmanned Aircraft Systems (UAS) course is designed to identify the key concepts, attributes, and
challenges of UAS operations. The UAS sector is one of the fastest growing and most dynamic segments
within aviation industry. Currently the majority of UAS growth has been in support of military and security
operations however, recent congressional mandates have unlocked a bourgeoning civilian market with
interest in a broad range of uses such as aerial photography, precision agriculture, mapping, monitoring
climate and environmental conditions, and public safety.
Attendees will gain knowledge of:
* UAS System Components and Classification
* UAS Design and limitations
* Regulatory Environment for UAS
* Issues Associated with UAS Airspace Integration
* Future and Current Trends affecting the UAS Industry
Course Topics:
* The UAS Market
* UAS Systems Design and Development
* UAS Sensors Packages
* UAS Navigation Systems
* National Airspace System Integration
Who Should Attend:
This Course is designed for UAS Engineers, Transitioning Military UAS Operators, Mission Coordinators,
Entrepreneurs, Field Service Representatives, UAS Technicians, UAS Program Managers or others
wishing to obtain further knowledge of UAS operations.
Course Dates:
Course Location:
Course Fee:
April 1-3, 2014
ERAU Daytona Beach Campus,
FL
Standard Course Fee:
US $1,450
Early Bird Fee (prior to January 31, 2014): US $1,300
For more information, Please contact Sarah Ochs, Director of Professional Programs
Tel: 386.226.6928 * email: case@erau.edu
daytonabeach.erau.edu/usa
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Boeing, Airbus Reel In Persian Gulf Orders
Region's Airlines Seek to Establish Crucial Global Transit Point
Emirates Airline placed a $76 billion order with Boeing Co. at the Dubai airshow for 150 of
the manufacturer's new 777X aircraft, helping make the model the largest product launch in
commercial jetliner history for Boeing. WSJ's Rory Jones reports from the show. Photo:
Boeing
DUBAI- Boeing Co. BA +0.73% formally launched its 777X jetliner with record orders, part
of jet-buying commitments at the Dubai Airshow valued at more than $150 billion for
Boeing and rival Airbus that highlighted the growing ambition of Persian Gulf airlines.
The orders, announced Sunday at the air show's start, are part of the Gulf region's effort to
become the world's dominant transit point for airline passengers and foster its own
economic growth. Boeing unveiled deals for several models valued at more than $100
billion, based on list prices, with Emirates Airline, Abu Dhabi-based Etihad Airways, Qatar
Airways and Flydubai, a low-cost carrier founded by Dubai's government five years ago.
That was double the haul of rival Airbus, a unit of European Aeronautic Defence & Space
Co. EAD.FR +3.43%
The 777X family, two long-range jets capable of handling about 350 to 400 passengers and
costing about $350 million to $377 million at list prices, are Boeing's first planes designed
in significant part for the needs of the Gulf carriers. Their powerful engines and extra-wide
wings, for example, facilitate flying in the region's extreme heat, which makes taking off
fully loaded more difficult.
Boeing said it had received 259 orders and commitments for the planes, with a list value of
$95 billion, which it said is the largest product launch in commercial-jetliner history.
Emirates, Etihad, and Qatar accounted for 225 of those, with the other 34 from Deutsche
Lufthansa AG LHA.XE +0.20% , disclosed in September. The launch marks Boeing's formal
commitment to build the planes, which it expects to start delivering around 2020.
The Dubai Airshow opened Sunday with a focus on the growth ambitions of several Persian
Gulf airlines. Associated Press
"The response has been, quite frankly, overwhelming," Jim McNerney, Boeing's chief
executive, said after arriving by company jet at the event from Chicago. Later in the day, a
sandstorm halted flying demonstrations at a show that underscored the shift in power of
the global aviation business to the Middle East from the U.S. and Europe.
Emirates, Etihad and Qatar are using their geographical position at the crossroads of
Europe, Asia and Africa to attract new passengers and win business from other carriers.
The three state-owned carriers are part of a broader push by their governments to diversify
economies away from a dependence on energy exports by expanding advanced
manufacturing industries and tourism.
A crucial part of the Boeing deals for Emirates and Etihad is a joint venture with Mubadala,
an Abu Dhabi government-owned conglomerate tasked with creating industries, diversifying
the economy and creating jobs for Emiratis. The joint venture, in which Boeing is offering
its technical expertise, is making advanced composite materials for jets in the United Arab
Emirates as part of a broader push into the aerospace sector.
With Sunday's deals, Boeing is on track to end the year with net orders of more than 1,300
jets-approaching its record-if all those announced Sunday become firm orders. Airbus is
expected to sell a similar number of planes. Those will add to backlogs that already account
for about eight years of annual production at the two companies.
Both manufacturers are developing new long-range jets. A select group of carriers are
ordering them early and in record numbers to secure early access to more-efficient aircraft.
Airbus on Sunday also announced 50 orders for its A350, a 777X competitor that is
scheduled to enter service in 2014.
Dubai remains the focus of the industry's transition. Its existing airport is set to overtake
London Heathrow as the world's busiest international hub, and it has added a second, the
new Dubai World Airport that is hosting this week's show.
Emirates, already the world's largest international carrier by capacity, signed deals for
Boeing and Airbus jets with a list price of $99 billion, though it and other airlines usually
secure large discounts. The Dubai flag carrier is already the world's largest Boeing 777
operator, and ordered 150 of the new 777X model valued at $76 billion.
Boeing CEO Jim McNerney, center, joined officials from the United Arab Emirates in Dubai
on Sunday. European Pressphoto Agency
"This will help Emirates meet its future need competitive with the latest and most efficient
aircraft," Sheikh Ahmed bin Saeed Al Maktoum, the airline's chairman, said at a news
conference at the show.
Emirates Airline also is buying an additional 50 Airbus A380s with a sticker price of $23
billion, a welcome fillip for the European company's struggling efforts to rejuvenate sales of
the superjumbo in recent years.
Flydubai ordered 111 Boeing 737s valued at $11.4 billion to highlight how the Gulf is
diversifying from a reliance on long-haul flights as economic growth stirs more local
business.
Qatar Airways committed to buying 50 of the 777X jets valued at $19 billion, and Abu
Dhabi's Etihad signed up for 25 of the planes as part of a $25 billion deal for various
aircraft. Etihad also ordered an additional 30 787 Dreamliners, which will make it the
largest operator of that aircraft.
Many of the orders, notably from Emirates, will replace older jets as carriers retire aircraft
to boost the efficiency of their fleets, but all of the Gulf carriers are growing far faster than
the global market, and taking share from rivals.
Emirates is about double the size of Qatar Airways, which is around double the size of
Etihad, though the Abu Dhabi carrier-based less than 100 miles from Dubai- is closing the
gap, boosting capacity by 15.4% between 2009 and 2014, according to consultant Oliver
Wyman.
Qatar led the Gulf trio with growth of 16.9% over the same period while Emirates added
13.1%, both trailing the 17.6% growth rate of Turkish Airlines, THYAO.IS +1.34% which is
exploiting its geographical position to similar effect.
The expansion of the Gulf carriers has upset some in the U.S. and European airline
industry, who complain in part that their state backing gives them an unfair advantage.
Capt. Lee Moak, president of the Air Line Pilots Association, International, who attended the
air show, reiterated a call for the elimination of low-interest financing by the U.S. Export-
Import Bank for Boeing jets to the Middle Eastern airlines.
"U.S. government policies should not disadvantage U.S. airlines while helping our foreign
competitors," he said.
However, U.S. aerospace companies including Boeing contend existing government policies
support thousands of domestic jobs.
http://online.wsj.com/news/articles/SB10001424052702303755504579204052790857652
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GE Aviation receives its largest order of jet engines
GE Aviation received $26 billion in Boeing jet engine orders during the opening day of the
Dubai Air Show Sunday morning. The orders from one of them, the Emirates, provides the
largest-ever single jet engine award from an airline, according to GE.
Collectively, Emirates, Qatar Airways, and Etihad Airways ordered 450 of the new GE9X
engine under development for the new Boeing 777X.
GE also received orders for engines for the Boeing 787 and the Boeing 777.
The Emirates commitment for 150 Boeing 777 twin-engine aircraft marks the largest-ever
commercial jet engine award from an airline, according to GE. Emirates committed to buy
300 GE 9X engines for its new 777X fleet - an agreement worth more than $11 billion.
Emirates is already the world's largest operator of the GE90-powered Boeing 777-300ERs.
It has a fleet of 135 of the aircraft. It also has the largest fleet of A380s powered by the GP
7200 engine, which is produced jointly by GE Aviation and Pratt & Whitney under the name
Engine Alliance.
GE's relationship with the Emirates has included help in expanding engine overhaul
capability in the Middle East and Asia.
"We're pleased to build upon our strong relationship with GE Aviation for this 777X aircraft
order of great strategic importance to our airline," said H.H. Sheikh Ahmed bin Saeed Al-
Maktoum, chairman and chief executive of Emirates Ariline & Group.
David Joyce, president and CEO of GE Aviation said the Emirates was critical in helping GE
demonstrate and improve on its high-thrust engine technologies.
"The confidence placed by Emirates in GE Aviation is almost overwhelming," he said. "The
success in service of the GE90-powered 777-300ER paved the way for the industry's
enthusiasm for the GE9X-powered 777X. And Emirates has been there for the whole
remarkable journey."
The GE9X engine will feature technology breakthroughs including aviation's largest-
diameter front fan and highest pressure-ratio compressor, and unique ceramic matrix
composite, hot section components.
The other purchases were from:
* Etihad Airways. It selected GE engines to power 56 Boeing wide-body aircraft. The list-
price for the engines is more than $3 billion. Etihad Airways also agreed to a 15-year
service agreement valued at $8 billion.
* Qatar Airways ordered 50 new GE9X-powered Boeing 777X aircraft. The engines are
valued at $3.8 billion.
Qatar Airways has seen rapid growth in just 16 years of operations, currently flying a
modern fleet of 128 aircraft to 133 key business and leisure destinations across Europe,
Middle East, Africa, Asia Pacific and The Americas.
http://news.cincinnati.com/article/20131117/NEWS/311170054/GE-Aviation-receives-its-
largest-order-jet-engines
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Bombardier's Learjet 75 gets FAA certification
Learjet 75 customer Louis Beck, left, takes possession of his new ride from Ralph
Acs, vice president and general manager of Bombardier Learjet, and Steve Ridolfi,
president of Bombardier Business Aircraft.
Bombardier Aerospace received U.S. government certification for its Learjet 75 jet on
Thursday, the company has announced.
"We are delighted to have received FAA (Federal Aviation Administration) certification for
the first Learjet 75 business jet," Ralph Acs, vice president and general manager of
Bombardier's Learjet plant in Wichita, said in a statement.
The certification paves the way for first delivery.
Businessman and pilot Louis Beck, based in Boca Raton, Fla., is the first customer for the
aircraft.
Beck was in Wichita last month to tour the plane and meet with Learjet officials.
Certification and delivery efforts are also in progress for the Learjet 70 aircraft.
Bombardier announced the Learjet 70 and 75, upgraded replacements to the Learjet 40 and
45, in May 2012.
The jets have improved avionics, engines and a new winglet design and will offer greater
range, more speed, new interior styling, improved fuel efficiency and lower operating costs,
the company said.
http://www.kansas.com/2013/11/15/3119271/learjet-75-get-faa-
certification.html#storylink=cpy
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FAA approves wingtip device 'cradle' for some aircraft
Cradle with HighTop
Case Fly-Thru
The FAA has issued a supplemental type certificate (STC) for an aircraft device cradle that
provides a way for owners of many popular Piper and Cessna aircraft to attach electronic
devices to their aircraft's wingtips. A streamlined approval process for wingtip-mounted
electronic devices to be used with the cradle was also developed during the approval
process, said the cradle's manufacturer.
"The cradle is a silicone rubber component that glues onto airplane wing tips, providing an
attachment technique for electronic devices," explained Bob Carpenter, CEO of
Sammamish, Wash.-based CarpenterDev, the manufacturer. "This allows any manufacturer
of equipment, for example strobes, cameras, avionics sensors, and others, that want to
install equipment on certified airplanes, without going through the complex FAA certification
process themselves, a means of accomplishing" an approved installation.
Electronic devices that transmit information to an iPad app or other system would do so
using Bluetooth or similar technology, he said.
The STC issued by the FAA to CarpenterDev applies to all models of the Cessna 172,
Cessna 182, Piper PA-28, and PA-32 airplanes, Carpenter said.
The STC requires that "equipment providing flight guidance information including attitude,
altitude, heading, navigation, angle of attack, or speed information cannot be installed
without separate FAA approval."
In a phone interview, Carpenter said a streamlined process arranged for approvals provides
a means for device manufacturers to submit their products to a test facility where they
would be checked for interference with critical radio frequencies.
The devices Carpenter discussed in his announcement of the cradle's approval may not be
the only ones that his product might support someday, if the future he envisions for the
aircraft device cradles pans out, following the 18-month process of winning STC and parts
manufacturer approval from the FAA.
"It's going to be up to people to come up with innovative devices," because the cradle could
serve as mounting for "any device that benefits from sitting out on a wingtip," he said
In a longer-range marketing effort, CarpenterDev, founded in 1999 as a niche-market
developer of electro-mechanical products, is seeking to team with makers of handheld
electronic flight information systems and aviation software for iPads and other devices to
add the wireless air-data system sensors made by CarpenterDev to their offerings.
http://www.aopa.org/News-and-Video/All-News/2013/November/14/wingtip-device-cradle-
for-airplanes.aspx
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Congress Passes Small Airplane Revitalization Act
Congress approved a bill that updates regulations on Part 23 aircraft components and
technology Thursday, Nov. 14. Called the Small Airplane Act of 2013, H.R. 1848, will
requires the FAA to implement the Part 23 Aviation Rulemaking Committee's (ARC)
recommendations by Dec. 31, 2015.
"H.R. 1848 is an emphatic statement that overly prescriptive FAA regulations and inefficient
bureaucratic processes that unnecessarily lengthen certification timelines and add
significant costs must be replaced if we are to promote safety and growth in general
aviation," said Pete Bunce, GAMA president and CEO.
Senators Amy Kloubucha (D-Minn.) and Lisa Murkowski (R-Ala.) introduced the Senate
version of the bill in May, which requires FAA to implement recommendations from FAA's
Part 23 Reorganization ARC by the end of 2015. The ARC was formed in 2011 to identify
methods to streamline the aircraft certification process for planes that fall under FAA's Part
23 category.
The ARC's goal is to cut certification costs in half for general aviation aircraft that weigh less
than 12,500 pounds, according to the General Aviation Manufacturers Association (GAMA).
During a recent interview with Avionics Magazine, Greg Bowles, director of engineering and
manufacturing at GAMA, said an example of technology that will benefit from the passage
of the act is angle of attack (AoA) indicators. This technology is commonly found in military
and commercial aircraft, providing a better parameter for pilots to use in avoiding stalls.
The FAA has expressed interest in getting AoA technology into the cockpits of GA aircraft,
however the high costs of the certification process often prevents operators from installing
it onto smaller aircraft.
Under the provisions of the Small Airplane Revitalization Act, Part 23 aircraft will not have
to be designed and certified under the same regulatory requirements as heavier, more
complex and higher performing aircraft, according to the Aircraft Electronics Association
(AEA).
"One of the things that the 23 ARC is looking at is to be able to develop standards that
allow for non essential non-required equipment that we see typically in 25 percent of the
light GA market which is experimental and light sport airplanes," said Ric Peri, vice
president of government and industry affairs at AEA.
"Currently, when you certify avionics, you certify it to your highest customer base, and in
Part 23 that's typically the King Air the twin turboprop kind of airplanes. Well, that makes
very expensive products for a 172, or similar aircraft that's not as high end as a King Air.
"By being able to add a standard to a lot of the products that are in the experimental
marketplace and kind of raising that bar a little bit, we end up with the ability to bring them
into the bottom end of 23 to where the highest level of their marketplace is actually the
bottom end of 23 and so we have more products in the marketplace that are available for
your airplanes."
The bill now heads to President Barack Obama for his signature.
http://www.aviationtoday.com/the-checklist/Congress-Passes-Small-Airplane-
Revitalization-Act_80658.html#.UooJo8SRB8E
Curt Lewis